Internal-combustion engine



l. HUTCHINSUN- Patented Mar, 8,1921

4 SHEETS-SHEE1 I" I z a a z m M I w, 7 2 a 2 m m 2 l 4 1 .r i {I v i 23a v a 4 v: x 33H 4 n W -MMVHI. 0 9 k 7 3% INTERNAL COMBUSTION ENGINE.

APPLICATION HLED OCT. 16, 1917.-

J. HUTCHI'NSON.

INTERNAL'COMBUSTION ENGINE.

APPLICATION FILED OCT. 16. 1911.

Pamea Mar. 8, 1921.

4 SHEETS-SHEE] 2 gnvcnioz J. HUTCHINSON.

INTERNAL COMBUSTION ENGINE.

8? ix 70 WK E u f 62;

4 SHEETSSHEE13.'

Patented Mar. 8, 1921.

J. HUTCHINSON.

INTERNAL COMBUSTION ENGINE. APPLICATION FILED OCT 16. 1917.

Patented Mar. 8, 1921.

4 SHEETS-SHEEI 4- UNITED STATES 1 PATENT OFFICE.

JOB HUTCHINSON, or BROOKLYN, NEW YORK.

INTERNAL-COMBUSTION ENGINE.

T0 aZZ w 710m it may concern.

. Be it known that 1, Joe HUTCHINSON, a

citizen of the United States, residing; at tate,

Brooklyn, in the county of Kings and of New York, have invented new anduseful Improvements in Internal-Combustion Engines, of which thefollowing is a specification.

This invention relates to internal combustion engines, and moreespecially to an improvement in engines of the two cycle type whereintheworking.cylinder is formed by a sliding sleeve.

To this end the invention has generally in'view a special constructionwhereby the fuel charge may be initially compressed by a novelarrangement of parts to rapidly enter the working cylinder, thereby notonly havin'g theadvantage of effecting a more complete and expeditiousscavenge of the sand working cylinder, but at the same time renderingthe engine capable of maximum efficiency in high altitudes.

The 'feature of providing adequate fuel compressing means in a snnpleand practical form as a part of the "general engine structure 1s one ofrecognized importance in thebuilding of modern aeroplane motorsv sincethe latter are frequentlycalled upon to operate in altitudes of twentythousand feet where the air pressure is about half or less than halfthan at ordinary levels. Hence, owing to the low pressure atmosphericcon ditions, engines working at great altitudes only generate half asmuch power, and, in'-,

order to prevent this loss of valuable energy and power it IS necessaryto augment the degree of fuel compression to compensate as far aspossible for the unusual conditions set forth.

,# Accordingly, the present invention pro-- jceses to provide a novelengine structure wherein the gaseous fuel is initially drawn in theengine, and then drawn into a co'm-' pression chamber wherein it iscompressed from the carbure teggt atmospheric pressure into a sultablereceiving compartment bullt to 'about twenty-five pounds pressure on theexpansion stroke of the sleeve piston, and then permitted to rapidlyescape into the working cylinder to be again compressed prior to firingto produce the working stroke. In this connection it is also proposedSpecification of Letters Patent.

Application filed October 16, 1917. Serial No. 196,822."

are shown in the Patented War. 8, 19.21.

to provide a structure wherein the fuel compression chamber is of amplecapacity so that even under low atmospheric conditions .there will stillbe a surplus over and above 'tivel'yremote from the exhaust portsthereby eliminating the necessity of a deflector, while at the sametimev improving the scavenge.

.AS a further object the' invention contem- I plates a specialconstruction designed to se cure the greatest possible power coupledwith efficiency and simplicity in a standardized form of motor withoutimpairing the strength of parts that should be substantial and durable,and. also eliminate vibration without increasing the number ofcylinders. In doing this it is proposed tomake use'of the so-calledrecoil of the moving parts to performjwork instead of being relativelyfree,- which causes the vibration referred to, thus utilizing the fulleffect of each explo- SlOIl.

With the above and other objects in viewwhich will more readily appearas the nature of the invention is better understood, the

Same consists in the novel construction, com

bination and arrangement of parts hereinafter more fullydescribcd,illustrated, and

claimed.

Practical embodiments of the invention in which .Figure l is anelevation, partly in section,

of one form of the invention. 7

accompanying drawings, 1

Fig. 2 is a vertical section at right angles to Fig.1.

.Fig. 3 is a top plan view.

Fig. 4 1s a cross-section on the line 4;- 4 of Fig. 2.

Fig 5 is a 'detail section (enlarged) ofa modified type of dome.

i Fig. dis a view similar to Fig. l'showing a modification oftheinvention.

F 1g..7 IS a vertical sectlonal view 0 exhaust passage or chamber 6which com-.

bined in various structural embodiments,

and by way of illustrating one simple and practical form reference maybe had to the accompanying drawings wherein F igs.. 1 to 4 inclusiveshow an engine cylinder 1 hav in a central bore 2 and water jacket 3,and suitably supported on and secured to the crank case by the bolts 5or their equivalent. As shown, this cylinder is preferably pro vided atits crank case end with an annular municates with the bore 2 through aseries of exhaustports 7. The outlet from said exhaust passage orchamber 6 is effected through a pairv of diametrically oppositedischarge ports 8. This type of exhaust provides for quickly releasingthe exploded charge and materially assists the scavenge, andconsequently prevents choking or back pressures when the engine isrunning at high speed, thus enhancing the efliciency and flexibility ofthe engine under all operating conditions.

The upper end 9 of the cylinder may be formed as shown with anupstanding ring or flange 10 for maintaining the piston rings of thesliding sleeve elements which operates within the cylinder, in place.And, to premit the entrance of the compressed fuel charge into theworking cylinder of the said sleeve as will hereinafter be morefully-explained, this ring is formed with a circular series of intakeopenings 11 which are thus located relatively remote from the exhaustports 7, v

and because of their number and arrangement provide for the rapid andunobstructed entry of the fuel into the said working cylinder.

Between the intake and exhaustports the cylinder is provided withopposite radially 'disposed spark plug openings 12 which are threaded inthe usual manner to receive the spark plugs P, and terminate at theirinner ends in the enlarged sparking pockets or recesses 13 which openinto the bore 2 and are covered by the reciprocating compression sleeveS except when the ,live fuel charge is to be ignited. Thus, the pointsof the plugs are protected by this'sleeve from the usual carbon depositsand are always kept in good sparking condition, and the proViSiOn of twoplugs in the locations shown insures ample ignition facilities. 1

Referring now more particularly to the sleeve S which reciprocates inthe cylinder able compressor head 14 and an annular series of intakeports 15 adapted to register with the'openings 11 of the ring 10 at theend of. the up-stroke of the sleeve, which is its compression stroke, topermit the compressed fuel charge to enter the working cylinder orexplosion chamber C of the sleeve S, while the lower portion is providedwith a suitable series of exhaust ports 16 to register with the openings7 of the exhaust chamber-6. The skirt portion S of the sleeve whichextends below the ports 16 has formed therewith, and depending from thelower edge thereof, suitable "brackets 17 which hold therein by means ofthe fastening 18 a wrist pin 19 whose opposite ends pivotally engagewith the bifurcated eye portion 20 of the relatively short connectingrods 21 which are two in number and whose lower ends are secured in theusual manner to the crank portions 22 of the shaft 23, while the crankportion 2% of the latter has fitted thereto one end of a long connectingrod 25 is attached in the usual way to an ordinary piston 26 adapted tofreely work within the chamber C of the sleeve S. The structure of therods 21 is Such that with the sleeve S, they .counterbalance the weightof the rod 25 and piston 26 thus evenly distributing the weight andmaintaining perfect balance while the engine is in operation. This isimportant in an engine of this character. since when the explosiontakesplace between the head 14 and piston 26, the rods 21 and 25 aredriven in opposite directions, and the forces arecompletely balanced.

The upperend 9 of the cylinder has fitted thereto a novel cylinder headunit for closing the same, and in this embodiment of the invention itpreferably assumes the form of a dome whose special features ofconstruction make possible the'desirable and necessary compressionfeatures heretofore referred to. This cover or dome is designatedgenerally as '27 and may be of the semispherical or bee-hive shapeshown, and provided with a suitable attaching flange 28 for. receivingthe fastenings 29 to detachably connect the dome to the cylinder, whiletween the spider and the head of they valve may be utilized to seat thevalve under the required conditions.

In connection with this valveV however, it may be noted that the stem 37thereof is of hollow formation and has its lower end split or cut toform a plurality of yielding clutch fingers 39, while the face of thevalve is provided with a closed extension socket 40 which forms acontinuation of the hollow bore of the stem and receives the spindle orpost 41 carried by the center of the head 14 of the sleeve S. Thisformation of the-valve has in view theretaining of all possiblecompress-ion in the chamber 32 by providing the closed socket 40, andalso the positive un seating of the valve against the tension of the:spring 38 on the suction stroke of the sleeve S through the provision ofthe clutch initially push the valve to its seat, and the that the noveldome constructionprovides gas compression and. continued upward movementof the post 41 will further positively assist this action.

Another novel and important feature of the invention resides in theprovision of means for automatically priming the spark plugs P to insurefiring at the proper time, and to this end it is proposed to connect thesparking pockets 13 with the fuel compression chamber 32 by means of anovel valved passage. This passage may be of any desired shape or size,but preferably as shown, consists of the vertical conduit 42 in Opencommunication at one end with a horizontal conduit 43 which leadsdirectly .to the pockets 13, while theupper end is in valvedcommunication with an angular passage 44 openingintothe floor of thefuel compressor chamber 32. That is to say, the arm of the angularpassage 44 which connects with the end of the conduit'42 has a springpressed ball valve 45 therein which is automatically opened at thecompression stroke of the sleeve S to send live fuel to the pockets 13so that the ignition of the fuel at the end of thecompression stroke ofthe piston 26 within the sleeve is positively insured.

From the foregoingdtwill be apparent for first drawing the live fuelfrom the carbureter into the initial fuel receiving chamber 31 atatmospheric pressure, due to the fact that as the-sleeve S descends inthe cylinder a vacuum is created in the chamber 32,

. and the valve V is opened by this vacuum and, the assistance of theclutch engagement between the post 41 and valve stem, wherebythe fuel atlow pressure is also drawn from 31' into 32 until the end of the suctionstroke of the sleeve. Then the upward movement of the sleeve S causesthe closing of valve V and the compression of the gas in chamber 32until the head 14- of the sleeve registers with the intake ports 11 whenthe fuel will expand into the chamber C ofthe sleeve and effect thescavenge of the exploded gases through the exhaust ports 167, since thehead of the piston 26 permits this as shown in Fig. 2. After the freshcharge is in the chamber C the sleeve S descends and the piston 26rises, and when the ports 15 of the sleeve register with the pockets13,--

which were primed with fresh gas on the compresslon stroke, the plugs Pignite the fuel charge compressed and caged between the head 14 andpiston 26 to cause the working stroke which sends the elements S and 26in opposite directions to perform their proper functions. peated duringeach cycle, and accurately These operations are recarry out all of thedesigned and intended operations with precision and efficiency. 4 Amodified form of detachable dome D is shown in Fig. 5 of the drawings.All of the desirable features of the dome 27 are re tained but only onelarge chamber is provided which acts asboth a receiving and compressionchamber. In this form the ,gaseous fuel is'not sucked into the-chamber46 of the dome by the vacuum produced enge of the cylinder by providinga device which has the action of an air pump in feeding air to thecylinder in advance of the live fuel charge. As will be seen from thesaid Fig. 5 it is proposed to provide the top of the compression head 14of the sleeve with a tubular extension or hollow post 49 hav ing at itsupper end a plunger head 50 which slidably fits within a casing orbarrel 51 carried by the dome at the inside of the crown thereof andhaving a valve seat 52 'and valve 53 held to its seat by a spring 54.

The end of the hollow post adjacent the head'14 is providedwith a spider55 for guiding the'stem 56 of a valve 57 which seats in the head in amanner similar to the seating of'the valve 53 in the dome. This .valvelike the valve53 is seated under the tension of a spring 58, and withthe arrangement shown when the sleeve moves down to firing position theplunger 50 will suck air through the valve 53 into the barrel registerwith the ports 11 to receive the fresh fuel charge, thus assisting to agreat degree the scavenge of the cylinder by pure 'air in advance of thefuel, and cooling the wherein 58 designates a cylinder having aninterior bore 59 and a water jacket W formed only about the lowerportion thereof to surround the explosion chamber. The upper part ofthis cylinder has formed in the wall thereof an annular air chamber 60which communicates with the interior of the cylinder-through a portclosed under cer tain conditions by a spring'seated valve 62. Thisannular air chamber 60 in turn communicates by means of the ports 63 and64: in the bottom wall 60 thereof with the air transfer passages 63 and64 which extend downwardly along the sides of the cylinder as shown inFig. 7 and open as at 65 and 66 into the interior of the cylindersomewhat below the middle thereof and feed air through the intake ports67 and 68 of the sleeve S into theexplosion chamber thereof which sleeveis arranged to slide within the bore 59 as shown and has novel featureslength.

The wall of the cylinder has formed therein between the passages 63 and64 and above the water jacket V a pair of initial fuel receivingchambers 69 having the carbureter intake openings 70 and gas outletports 71, while the lower portion thereof is provided with an annularexhaust chamber 72 having proper 77. As shown, the said cover 75 may Ibe held in place on top of the cylinder by the bolts 7 5, and the end ofthe suspension member 76 may be threaded into the central opening of thecover and locked in place by a suitable nut 76. Thus, the head 77 isfixed within the cylinder, and may be-provided withsuitable piston ringsto insure the proper working fit between the same and the saidreciprocating sleeve S and also carries therewith a spark plug P which,

as will be seen, must be fitted with an extra long exteriorly insulatedconductor post 1 because of the fact that thevplug is entirely of thevalve 62*, and a gas compressor chamber 79.

That is to say, the sleeve S which reciprocates within the bore 59 ofthe cylinder has,

attached to its upper end which terminates at the middle of the member76 a compressor head 80 in the form of a ring which fits the said member76 in such a manner as to prevent the loss of compression in either ofthe chambers 78 or 79, and is of such length that at the end of theinitial gas compression stroke the lower edge thereof is in closeproximity to the rear. side of the head 77. About midway, in the Zone ofthe ports 67 and 68, the sleeve is provided with a pair of gas ports 82and 88 so spaced as to just clear the thickness of the head 77, and atthe end of thecompression stroke register with the opposite ends ofa-gas by-pass 84: formed in the cylinder wall between the water jacket\V and the fuel receiving chamber 69. These gas ports 82 and 83 arelocated at ahigher level on the sleeve than the ports 67 and 68 for thepurpose of admitting the gas into the explosion chamber E of the sleeveafter the air has entered, thus causing the air to perform the initialpart of the scavenging function without using good live fuel.

With further reference to the sleeve it may be noted that the lower partthereof is formed with a plurality of exhaust openings 85 which areadapted to register with the ports 74 in the cylinder wall at the end ofthe working stroke to facilitate the exhaust,

of dead gases; and, further, this end of the sleeve has formed integraltherewith at one side of the ports or openings 85 a piston head 86 whichhas a conventional connecting rod 87 fitted thereto to connect with thecrankshaft in the usualmanner. Accordingly, it will be apparent that thesleeve S and the piston 86 are in the present instance aunitarystructure and the head 77 which is located about midway of the cylinderco operates with the piston to provide an explosion chamber E while theportion of the cylinder above the head is occupied by gas and aircompressors which work alternately to provide air under pressure toassist in the scavenge and then supply compressed fuel for the workingstroke. I

When the piston 86 is actuated the sleeve, of course also moves and inascending causes the head 80 to compress the air in the chamber 78 andforce it through the port 61, by

unseating the valve 62, into the chamber 60 and also the air transferpassages 63' and 64; where it remains compressed owing to the fact thatthe sleeve covers the openings 65 and 66. 'While the air is thus beingcompressed a vacuum is created in the gas comuum. Then as the sleevedescends the-gaspressing chamber 79 and when the port 82 in the sleeveregisters with the port 71 of thechamber 69 at the end of the upstroke,.

gas rushes from the said chamber 69 into the compressing chamber 79 todestroy the vac:

in the chamber 79 is moderately compressed between the heads 80 and 77and at the proper point in the downward travel of the sleeve the ports67 and 68 thereof register with the openings or ports and 66 of thecylinder, before the, ports 82 and 83 reach the open endsof the by-pass84, to let the compressed air out of the passages 63 and 64 into theexplosion chamber E which is filled with explodedor dead gases, to thereby drive thelatterout through the exhaust ports 8574= in advance of theadmission of live fuel which takes place as indicated through the laterregistration of the ports 82 and 83 with the opposite ends ofthe by-pass84. Thus when the combined-sleeve andpiston reaches the limit of itsdownward stroke the ports "67 and 68 will have passed the open ends 65and 66 ofthe air transfer passages as shownin Fig. 7. while the ports 82and 83 are in full registration with the ends of the by-pass 84. Itmaybe further observed that when the. compressor head 80 moves downward itcreates a vacuum in the chamber 78 which causes the valve 62 to unseatand this valve remains open until the sleeve has reached the limit ofits downward movement as shown in Fig. 6. Therefore, as air is beingsucked into the chamber 7 8 through port- 62 and valve 62 by thecreation of a vacuum therein gas is being compressed in chamber 79, andvice versa.

From the foregoing it will be seen that this modification provides aninitial gas receiving chamber 69 and a gas compres-.

sion chamber 79 similar in function to the chambers 31 and 32 of theconstruction shown in Figs. 1 to l inclusive, and these.

chambers are in communication by suitable valved ports, the same beingcoveredby the valve in Figs. 1 to l and by the sleeve S in theconstruction just described.

I claim:

1, An internal combustion engine including a cylinder having exhaustports and a dome-shaped end which includes a' fuel re ceiving chamberand a fuel initial compression chamber, a partition within saiddomeshaped end between said chambers, a valve mounted on said partitionand controlling communication from said fuel receiving chamber to saidinitial compression chain a compressicn sleeve having intake and exhaustports for respectively communicatmg with the initial compression chamberand cylinder exhaust working in said sleevef 2. An internal combustionengine including a cylinder having-exhaust ports, a domeshaped end forsaid cylinder having a partition which divides the inclosed space intoan initial compression chamber and a fuel receiving chamber overlyingand at least ports, and a piston partly inclosing said initialcompression chamber, a valvemounted on said parti tion and controllingcommunication from said fuel receiving chamber tosaid initialcompression chamber, a compressionsleeve .having intake and exhaustports "for respecing with the initial compression chamber and cylinderexhaust ports, and a piston working in said sleeve. 4

4. An internal combustion engine includ ing a cylinder having, fuelintake and exports, a domehause ports, and also 'havingan initial fuel Ireceiving chamber and a compression cham-' ber in ported communicationand formed di-- rectly adjacent each other within themgine structure,and a sleeve slidably mounted in said cylinder and having means forpositively controlling the communication be tween the fuel receivingchamber and compression chamber.

5. An internal combustion engine including acylinder having exhaustports, a fuel supply dome formed with separate fuel re ceiving andcompression chambers,a suction valve in said dome for controllingcommunication between 'said chambers and havingits valve stem whollywithin said compression chamber, a compression sleeve with in thecylinder and having ports for communicating with the compression chamberand otherports c'ommunicatin with said exhaust ports, and a piston woring in said sleeve. Y Y

6. An internal combustion engine including a cylinder having exhaustports adjacent the crank case, and a semi-spherical fuel supply domedetachably fitted to the other end, said dome having an interior walldividing the same into fuel receiving and compression chambers andprovided with a valve 7. An internal combustion engine includ-' ingacylinder having exhaust ports, a semispher cal fuel supply dome mountedon the upper end of the cylinder acket and having an interior partitiondividingthe same into a relatively small fuel receiving chamber and arelatively capacious fuel compression chamber and provided 'with a valveopening, a spider fitted to the partition, a valve having a. stemextending into the compression chamber and guided in said spider, aspring confined between the spider and the valve for maintaining thesame normally seated, a compression sleeve having intake and exhaustports for respectively communicating with the compression chamber andcylinder exhaust port, and a piston working in-said sleeve.

8. An internal combustion engine including a ported cylinder, a fuelsupply dome having an interior wall dividing the same into a fuelreceiving chamber and a compression chamber and provided with a valveopening, a spider fitted to said wall. a alve having a hollow stemformed with resilient clutch fingers at the end thereof and slidablyguided in said spider, a spring confined between the spider and thevalve. a ported compression sleeve slidable in the cylinder, and aspindle carried by the head of the sleeve and frictionally engaged bysaid clutch fingers.

9. An internal combustion engine including a cylinder, a fuel domefitted to the cylinder and provided with a compression chamber, a fuelvalve in the dome, acompression sleeve working within the cylinder, andmeans carried by the said sleeve for positively actuating said valve.

10. An internal combustion engine including a. cylinder, a fuel supplydome fitted thereto and having a partition wall dividing the same intoseparate receiving and compression chambers, and also having a valveseat, avalve guide fitted to said wall, a. valve including a headportion provided with a closed socket extending to one side thereof andprojecting into the fuel receiving chamber while the other side carriesa hollow stem split at its free endto provide a plurality of yieldingclutch fingers, a spring confined'between the guide and the head of thevalve, 3. slidable compression sleeve, a nd means carried by the latterand engaged by the valve stem.-

11. An internal combustion engine including a fuel initial compressionchamber, a spark plug receiving socket in valved communication therewithwhereby a priming charge is delivered to said'socket, and an explosionchamber arranged to be brought into communication with said socket.

12. An internal combustion engine including a fuel initial compressionchamber and a spark lug receivi'ngsocket connected by a passageway, aspark plug in said socket, and a valve located in the passage and openedon the initial compression stroke of the piston to admit a primingcharge to said plug.

13. ,An internal combustion engine including a cylinder having afuelsupplydome including a compression chamber, radially disposed sparkplug receiving sockets openin into enlarged sparking pockets in. thecylinder bore, a reciprocating compression sleeve within the cylinderhaving its intermediate portion adapted to cover the pockets, and meansfor automatically supplying a priming charge from the compressionchamber to the sparking pockets.

14. An internal combustion engine including a cylinder having an exhaustport, a fuel supply dome fitted thereto .and formed with fuel receivingand compression chambers in valved communi'ation. a compression sleeveadapted to reciprocate within the cylinder, radially disposed spark plugopenings formed in the cylinder wall be tween the exhaust port and domeand opening into enlarged sparking pockets at their inner ends. apassageway in the cylinder wall between said pocket and compressionchamber,'a spring seated valve in said passage 'ay adapted to beoperated on the compression stroke of the sleeve, and a piston workingin said sleeve. p

15. An internal combustion engine including a cylinder, a fuel domefitted to the cylinder, a fuel. alve in the dome, a sleeve working inthe cylinder, and means carried by the sleeve for making a frictionaltelescoping connection with the stem of said valve to assist inunseating the same on the compression stroke of the sleeve.

16. An internal combustion engine including a cylinder, :1 fuel domefitted to the cylinder, a. fuel valve in the dome, a sleeve working inthe cylinder and means carried by the sleeve for loosely engaging saidfuel alve to assist in unseating the same on the compression stroke ofsaid sleeve.

In testimony whereof I have hereunto set my. hand.

JOB HUTCHINSON.

